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You did, but I found a larger image so thought I would share. I do have a lot more different ones I need to scan from Buick division magazines with the rare photos of the regal on the Assembly line

Thought I posted that first pic.

Here’s a very rare photo of a 1991 Buick Regal PPG Indy car never seen before. I don’t even know how many were even made because I never seen one before.

I was able to test the ohms between pins A and D and it read 46.6 ohms. If no between 20-30 ohms, service manual says to replace, so hopefully my issue is the TCC solenoid.

Only two (nuts) holding it down at the base. Now I can tidy-up the area back there. The seat belt retractor housings are not very well secured and rubbing against the sheet metal, so I'm adding some rubber isolators. I hate rattles and squeaks!

It costs me far less to do an L67/4T65e-HD swap. The most I've ever paid for an engine /trans combo is $350. Then cv shafts for parts and some other miscellaneous. Cv shafts have been the biggest expense. Not that I want to rekindle the 60* vs 90* thing, just pointing out the cost effective part. It may be cheaper to upgrade to a newer year in the 60* family and get into a 4T65 and have an abundance of replacement transmissions instead of the 4T60 though.

I'm so sad to this car go. I can't believe I actually sold it after all these years. I haven't driven it in nearly 3 years, and I really didn't have plans to drive it anymore. At least I sold it to someone who will use it. I'm excited to move on, and I can get started on one of many other projects.

I have a 90' Cutlass vert and mine has 3 bolts on the back of the top section of the seats. Once those are removed it lifts out.

Not a vintage photo but I found this in the spare tire well of the 1995 GS, the bracket is there, unused but I don't see the hardware.

The only time a transmission fluid and filter change MIGHT accelerate a failure is if the transmission is already fucked, and the clutches have gotten so damaged that the fluid is full of friction material. The transmission in that case is already on it's way out. A fluid and filter change will never harm a properly functioning transmission. All lubricants have a maximum service life, and filters get clogged with garbage. There's no reason not to change it. It's also an opportunity to clean the magnet in the pan off, especially with the 4T65E and how quickly it gets full of gunk. The only thing that is not recommended, including by manufacturers, is using a solvent-based flush. It tends to be done incorrectly, leaving lots of it behind. A flush using normal fluid being pumped by the transmission itself should cause no ill effects. If we're going off anecdotal evidence, which is weak at best, I've changed the fluid and filter on plenty of 200K+ mile transmissions and I have never seen a failure. Including changing the FACTORY filter from my 200K mile 1998 ZJ. The key is that none of those transmissions were defective in the first place (well, beyond being 4T65Es which is a defect in and of itself).